Methods and apparatuses for capturing and recovering unmanned aircraft, including extendable capture devices

ABSTRACT

Methods and apparatuses for capturing and recovering unmanned aircraft and other flight devices or projectiles are described. In one embodiment, the aircraft can be captured at an extendable boom. The boom can be extended to deploy a recovery line to retrieve the aircraft in flight. The boom can be retracted when not in use to reduce the volume it occupies. A tension device coupled to the recovery line can absorb forces associated with the impact of the aircraft and the recovery line.

CROSS-REFERENCE TO RELATED APPLICATION

The present application claims priority to pending U.S. ProvisionalApplication No. 60/440,845, filed Jan. 17, 2003 and incorporated hereinin its entirety by reference.

TECHNICAL FIELD

The present disclosure describes methods and apparatuses for capturingand recovering unmanned aircraft, including extendable capture devices.

BACKGROUND

Unmanned aircraft or air vehicles (UAVs) provide enhanced and economicalaccess to areas where manned flight operations are unacceptably costlyand/or dangerous. For example, unmanned aircraft outfitted with remotelycontrolled cameras can perform a wide variety of surveillance missions,including spotting schools of fish for the fisheries industry,monitoring weather conditions, providing border patrols for nationalgovernments, and providing military surveillance before, during and/orafter military operations.

Existing unmanned aircraft systems suffer from a variety of drawbacks.For example, existing unmanned aircraft systems (which can include theaircraft itself along with launch devices, recovery devices, and storagedevices) typically require substantial space. Accordingly, these systemscan be difficult to install and operate in cramped quarters, such as thedeck of a small fishing boat, land vehicle, or other craft. Anotherdrawback with some existing unmanned aircraft is that, due to small sizeand low weight, they can be subjected to higher acceleration anddeceleration forces than larger, manned air vehicles and can accordinglybe prone to damage, particularly when manually handled during recoveryand launch operations in hostile environments, such as a heaving shipdeck. Yet another drawback with some existing unmanned aircraft systemsis that they may not be suitable for recovering aircraft in tightquarters, without causing damage to either the aircraft or the platformfrom which the aircraft is launched and/or recovered.

BRIEF DESCRIPTION OF THE DRAWINGS

FIGS. 1A–1H illustrate an apparatus and process for storing andassembling an unmanned aircraft prior to launch in accordance with anembodiment of the invention.

FIG. 2 is a partially schematic illustration of an apparatus configuredto both launch and recover an unmanned aircraft in accordance with anembodiment of the invention.

FIGS. 3A–3B schematically illustrate an apparatus for providingacceleration to launch an unmanned aircraft, and a correspondingdeceleration of parts of the apparatus, which deceleration acts as abrake.

FIGS. 4A–4C schematically illustrate one type of energy source toprovide motive power to an apparatus for accelerating an unmannedaircraft and braking moving components of the apparatus in accordancewith an embodiment of the invention.

FIGS. 5A–5E are partially schematic illustrations of an apparatus havingat least one movable link for launching an unmanned aircraft inaccordance with another embodiment of the invention.

FIGS. 6A–6B are partially schematic illustrations of an apparatus havinga movable link for launching an unmanned aircraft in accordance withanother embodiment of the invention.

FIGS. 6C–6F are partially schematic illustrations of a carriage having agripper arrangement for releasably carrying an unmanned aircraft inaccordance with an embodiment of the invention.

FIG. 6G illustrates an apparatus for launching an unmanned aircraft inaccordance with another embodiment of the invention.

FIGS. 7A–7C illustrate apparatuses for storing and/or launching multipleunmanned aircraft in accordance with yet further embodiments of theinvention.

FIGS. 8A–8B illustrate an apparatus configured to recover an unmannedaircraft in accordance with an embodiment of the invention.

FIGS. 9A–9D illustrate a line capture device configured in accordancewith an embodiment of the invention.

FIGS. 10A–10D are partially schematic illustrations of a portion of arecovery system, configured to recover an unmanned aircraft and controlpost-recovery motion of the aircraft in accordance with an embodiment ofthe invention.

FIGS. 10E–10F are schematic illustrations of portions of recoverysystems configured to provide tension in a recovery line in accordancewith further embodiments of the invention.

FIGS. 11A–11G are partially schematic illustrations of a system andmethod for securing and stowing an unmanned aircraft after capture inaccordance with an embodiment of the invention.

FIGS. 12A–12E are partially schematic illustrations of a container andmethod for disassembling and stowing an unmanned aircraft in accordancewith another embodiment of the invention.

FIGS. 13A–13F are partially schematic illustrations of aircraftconfigurations in accordance with further embodiments of the invention.

DETAILED DESCRIPTION

The present disclosure describes unmanned aircraft and correspondingmethods and apparatuses for launching and retrieving or recovering suchaircraft. Included in the disclosure are methods and apparatuses forhandling small unmanned aircraft in a secure and efficient cycle fromflight through retrieval, dismantling, storage, servicing, assembly,checkout, launch, and back to flight. Many specific details of certainembodiments of the invention are set forth in the following descriptionand in FIGS. 1A–13F to provide a thorough understanding of theseembodiments. One skilled in the art, however, will understand that thepresent invention may have additional embodiments, and that theinvention may be practiced without several of the details describedbelow. For example, many of the aspects described below in the contextof launching, recovering, and storing unmanned aircraft may beapplicable as well to other self-propelled and/or projectile airbornedevices.

In particular embodiments, aspects of the invention can enable andimprove handling of unmanned aircraft from retrieval to launch. Theyaddress the problem of vulnerability to damage during manual handlingand storage, retrieval, and launch aboard ship or in a similarlyconfined space, and efficient operation of multiple aircraft. Componentsof the invention can be used individually or together in a secure andefficient handling cycle. Aspects of the apparatuses and methods caninclude (1) compact storage; and (2) constrained motion. Accordingly,embodiments of the system can discourage freehanding of the unprotectedaircraft, whole or in pieces, and instead can include provisions fordismantling, packing, and assembling the aircraft along prescribedpaths, with the storage apparatus and its interfaces with the launch andretrieval apparatus shielding the aircraft from abuse.

The following description includes four sections, each focused on aparticular aspect of unmanned aircraft operation. Section 1 focuses onmethods and apparatuses for assembling unmanned aircraft, Section 2focuses on methods and apparatuses for launching unmanned aircraft,Section 3 focuses on methods and apparatuses for retrieving unmannedaircraft, and Section 4 focuses on methods and apparatuses fordisassembling and stowing unmanned aircraft. Each of the followingSections describes several embodiments of the corresponding structuresand methods that are the focus of that Section. Overall systems inaccordance with other embodiments of the invention can include any of awide variety of combinations and variations of the followingembodiments.

1. Aircraft Assembly

FIGS. 1A–1H illustrate a method and apparatus for storing and assemblingan unmanned aircraft prior to launch, in accordance with an embodimentof the invention. In anticipation of launch, a closed storage containeras shown in FIG. 1A can be secured to a launch apparatus as shown inFIG. 1G, thereby establishing a secure workstand for assembly, and apath for constrained motion of the aircraft onto the launcher.

Beginning with FIG. 1A, a stowage system 110 in accordance with oneaspect of this embodiment can include a container 111 (shown in phantomlines in FIG. 1A) having one or more movable panels defining a volume inwhich an unmanned aircraft 140 is stowed. The aircraft 140 can becarried on an aircraft support member, which can include a cradle 116,which is in turn supported by a movable dolly or car 117. The car 117can be mounted on a rail 118 or another controlled motion system formovement relative to the container 111, as described in greater detailbelow with reference to FIG. 1G. In one aspect of this embodiment, thecradle 116 can be mounted to the car 117 with a jack 121 to move theaircraft 140 vertically relative to the container 111, as described ingreater detail below with reference to FIG. 1B.

The container 111 can have a generally box-like shape and can include abottom 112 (which supports the rail 118), opposing ends 114 extendingupwardly from the bottom 112, and sides 115 positioned between theopposing ends 114. A removable top 113 can seal the aircraft 140 withinthe container 111. In one embodiment, the aircraft 140 can include afuselage 141, an aft-mounted propeller 148, and a wing stub 142. Wings143 can be stowed against the sides 115 of the container 111 and can beattached to the wing stub 142 as described in greater detail below withreference to FIGS. 1B–1E. In other embodiments, the aircraft 140 canhave other configurations when stowed.

Referring now to FIG. 1B, the jack 121 can be activated to elevate theaircraft 140 relative to the container 111. For example, in oneembodiment, the aircraft 140 can be elevated at least until the wingstub 142 is positioned above the upper edges of the container sides 115.With the wing stub 142 in this position, the wings 143 can be alignedfor attachment to the aircraft 140. Each wing 143 can have a winggripper 119 attached to it. As described in greater detail below, thewing grippers 119 can eliminate the need for the operator (not shown inFIGS. 1A–1H) to have direct manual contact with the wings 143 duringwing assembly.

Referring now to FIG. 1C, a section 122 of one of the container sides115 can be pivoted outwardly from the container 111 and slid aft,parallel to a longitudinal axis L of the aircraft 140. This motion canposition a corresponding one of the wings 143 proximate to the wing stub142. In one aspect of this embodiment, the degrees to which the section122 pivots outwardly and slides longitudinally are controlled by stops(not visible in FIG. 1C) positioned in the bottom 112 of the container111. Accordingly, the stops can orient the wing 143 for attachment tothe wing stub 142 with precision. The overall motion of the section 122relative to the container 111 is constrained by a guide structure (e.g.,a pin of the section 122 received in a slot of the container).Accordingly, the section 122 moves along a constrained, section guidepath.

Referring now to FIG. 1D, the wing 143 can be rotated upwardly (asindicated by arrow R) until forward and aft spars 144 of the wing 143are aligned with corresponding spar receptacles 145 in the wing stub142. In one aspect of this embodiment, the operator can rotate the wing143 by engaging only the wing gripper 119, reducing the likelihood forcontaminating the wing surfaces with debris and/or damaging the wingsurfaces. Once the spars 144 are aligned with the corresponding sparreceptacles 145, the operator can slide the wing gripper 119 along atrack located on the inner surface of the section 122 of the container111 to insert the spars 144 into the corresponding spar receptacles 145,as indicated by arrow S. Accordingly, the motion of the wing gripper 119is constrained to be along a gripper guide path. For purposes ofillustration, communication lines (such as electrical cables) which runbetween the fuselage 141 and the wing 143 are not shown in FIG. 1D.These lines can include sufficient extra length to allow the wing 143 tobe moved toward and away from the fuselage 141 during assembly anddisassembly, and take-up devices such as reels or spring-loaded loops toadjust the lines appropriately.

Referring now to FIG. 1E, the operator can lock the wing 143 relative tothe wing stub 142 by removing a hatch 147 from the wing stub 142 andinserting wing retainers (not visible in FIG. 1E) which lock the spars144 in firm engagement with the wing stub 142. The process describedabove with reference to FIGS. 1B–1E can then be repeated for the otherwing 143 to fully assemble the aircraft 140 in preparation for launch.While the aircraft 140 is carried on the cradle 116, it can be serviced.For example, the aircraft 140 can be fueled and/or electrically poweredprior to flight, de-fueled and/or powered down after flight, and canreceive/transmit data before and/or after flight.

FIG. 1F shows the container 111 with the fully assembled aircraft 140positioned in preparation for a controlled transfer of the aircraft 140onto a launch system 125. In one embodiment, the forward end 114 of thecontainer 111 can then be removed or pivoted out of the way to allow theaircraft 140 to slide onto the launch system 125, as described belowwith reference to FIG. 1G.

In one embodiment (shown in FIG. 1G), an operator or motorized devicecan slide the car 117, the cradle 116, and the aircraft 140 (as a unit)relative to the rail 118 to position the aircraft 140 on the launchsystem 125. In other embodiments, the container 111 can include otherarrangements for moving the aircraft 140 into position for launch viathe launch system 125. In any of these embodiments, the aircraft 140 canbe moved from the container 111 to the launch system 125 withoutunconstrained motion or manual handling of the aircraft 140. Forexample, an operator can move the car 117 by grasping or engaging thecradle 116 or the car 117 rather than the aircraft 140. In anotherembodiment, all of the motions made after securing the storage containerto the launch apparatus can be fully automated.

As shown in FIG. 1H, the launch system 125 can include a launch carriage126 which is moved into position to receive the aircraft 140 from thecradle 116. The launch carriage 126 can releasably support the wings 143(as shown in FIG. 1H) or the fuselage 141, or other portions of theaircraft 140 during launch. In any of these embodiments, once theaircraft 140 is supported by the launch carriage 126, the operator canretract the cradle 116 downwardly by activating the jack 121. Theoperator can then slide the car 117, with the retracted cradle 116, backalong the rail 118 into the container 111. The container 111 can then bemoved away from the launch system 125 so as not to interfere with thepropeller 148 or any other portion of the aircraft 140.

2. Aircraft Launch

FIG. 2 is a partially schematic, rear isometric illustration of anapparatus 100 that includes the aircraft 140 positioned on an aircrafthandling system 103. The aircraft handling system 103 can include anembodiment of the launch system 125 (described briefly above) configuredto launch the aircraft 140, and a recovery system 150 configured torecover the same aircraft 140 at the end of its flight.

In one aspect of an embodiment shown in FIG. 2, the launch system 125can include a launch support member 128 that carries a launch track 130having two launch rails 129. The launch system 125 can further include alaunch carriage 126, such as that described above with reference to FIG.1H. In one embodiment, the launch carriage 126 can include twoindependent components, each of which supports one of the wings 143 andeach of which travels along one of the launch rails 129. In otherembodiments, the launch carriage 126 can include a generally unitarystructure that supports both wings 143 and travels along both launchrails 129. In still further embodiments, the launch carriage 126 cansupport other portions of the aircraft 140, such as the fuselage 141. Inyet another embodiment, only one launch rail can support the launchcarriage 126. In any of these embodiments, the carriage 126 can bepropelled along the launch track 130 to launch the aircraft 140, asdescribed below with reference to FIGS. 4A–6F.

In another aspect of an embodiment of the apparatus shown in FIG. 2, therecovery system 150 can be integrated with the launch system 125 toreduce the overall volume occupied by these two systems. For example, inone particular embodiment, the recovery system 150 can include anextendable (and retractable) boom 151 having a plurality of nestedsegments 152. An operator can extend the nested segments 152 along alaunch axis K defined by the launch track 130 to retrieve the aircraft140 after its flight. Further details of embodiments of the extendableboom 151 and its operation are described below with reference to FIGS.11A–11G.

FIG. 3A is a partially schematic, side elevational view of a portion ofthe apparatus 100 described above with reference to FIG. 2, illustratingan energy reservoir 135 that provides power to and receives power fromthe launch carriage 126. Accordingly, the energy reservoir 135 canaccelerate the launch carriage 126 to launch the aircraft 140 and thenabsorb the kinetic energy of the launch carriage 126 to slow it down. Inone aspect of this embodiment, the energy reservoir 135 can include ahydraulic cylinder, a spring, a pneumatic cylinder, an electric motor, aflywheel, a steam-powered apparatus, an explosive charge, and/or aweight (as described below with respect to FIGS. 4A–4C). In anotheraspect of this embodiment, the energy reservoir 135 is coupled to thelaunch carriage 126 with a transmission 131. In a further aspect of thisembodiment, the transmission 131 can include a cable 133, a plurality offixed pulleys 132 (shown as first, second, and third fixed pulleys 132a–c, respectively) and a plurality of traveling pulleys 134 (shown asfirst and second traveling pulleys 134 a–b, respectively) arranged in ablock and tackle configuration. When the energy reservoir 135 moves thetraveling pulleys 134 aft (as indicated by arrow P), the carriage 126and the aircraft 140 accelerate and move forward (as indicated by arrowQ). In one aspect of this embodiment, the energy reservoir 135 can beconfigured to provide a relatively high force with a relatively lowacceleration over a relatively short distance, and the transmission 131can provide to the carriage 126 a relatively smaller force with arelatively higher acceleration over a relatively longer distance. Forexample, in one aspect of an embodiment shown in FIG. 3A, theacceleration at the carriage 126 can be about four times theacceleration of the traveling pulleys 134. In other embodiments, theapparatus 100 can include other block and tackle configurations or othertransmissions 131 that provide the same or different acceleration levelsto the carriage 126. In any of these embodiments, the energy reservoir135 and the transmission 131 can be tailored to the aerodynamiccharacteristics of the aircraft 140 to provide the aircraft 140 with anadequate takeoff velocity.

FIG. 3B schematically illustrates the apparatus 100 with the energyreservoir 135 activated to move the carriage 126 from a position aft ofthe fixed pulleys 132 to a position forward of the fixed pulleys 132. Asthe carriage 126 passes the first fixed pulley 132 a and the cable 133begins to engage the second fixed pulley 132 b, the carriage 126 rapidlydecelerates. At the same time, the aircraft 140 continues forward tolift off the carriage 126 and become airborne.

As the carriage 126 passes the first fixed pulley 132 a, it also beginsto exert a force on the energy reservoir 135 via the cable 133. Oneeffect of this coupling between the carriage 126 and the energyreservoir 135 is that the carriage 126 rapidly decelerates. Accordingly,the apparatus 100 need not accommodate a long post-launch traveldistance for the carriage 126. As a result, the apparatus 100 can bemore compact than some existing launch/recovery devices. Another effectis that the energy associated with decelerating the carriage 126 can bereversibly absorbed by the energy reservoir 135. Accordingly, the energyreservoir 135 can be returned partially to its pre-launch state and canaccordingly be closer to a state of readiness for the next launch.

FIGS. 4A–4C schematically illustrate a particular embodiment of theapparatus 100 for which the energy reservoir 135 includes a weight 436.Prior to launch, the weight 436 is positioned as shown in FIG. 4A sothat it has an available potential energy determined by a height H. Theweight is then released, accelerating the aircraft 140, as indicated byarrow Q. The acceleration provided by the falling weight 436 iscompleted when the weight 436 reaches its lower limit. Just before theweight 436 reaches its lower limit, the cable 133 passes from the firstfixed pulley 132 a to the second fixed, pulley 132 b, as shown in FIG.4B, which reverses the accelerating force on the carriage 126. Thecarriage 126 immediately begins to decelerate, as shown in FIG. 4C,releasing the aircraft 140 into flight. As the carriage 126 continuesfor some distance beyond the second fixed pulley 132 b, it raises theweight 436 by some fraction of the height H. Prior to a subsequentlaunch operation, the weight 436 can be raised completely to the heightH, and the carriage 126 can be moved to the position shown in FIG. 4Afor another launch.

One feature of embodiments of the apparatus 100 described above withreference to FIGS. 3A–4C is that the energy provided by the energyreservoir 135 can accelerate the aircraft 140 at a rapid rate.Accordingly, the aircraft 140 can be accelerated to its lift-off speedwithout requiring a lengthy takeoff run. An advantage of this feature isthat the apparatus 100 can be compact and suitable for operation incramped quarters.

Another feature of an embodiment of the apparatus described above withreference to FIGS. 3A–4C is that the energy reservoir 135 can beconfigured to absorb energy from the carriage 126 after the carriage 126has released the aircraft 140. In some cases, as described above, theenergy reservoir 135 can reversibly regain a portion of the energyrequired to conduct a subsequent launch. An advantage of this feature isthat the time and energy required to ready the apparatus 100 for asubsequent launch can be reduced. A further advantage of thisarrangement is that the apparatus 100 does not require a braking deviceseparate from the energy reservoir 135.

FIGS. 5A–6F illustrate launch systems configured in accordance withfurther embodiments of the invention. Beginning with FIG. 5A, a launchsystem 525 in accordance with one embodiment of the invention caninclude a base 530 carrying two or more supports 529 (shown in FIG. 5Aas a first support 529 a and a second support 529 b). The base 530 canbe configured to incline relative to the ground (for example, with ajack 539) to orient the aircraft 140 for launch. The base 530 can bemounted to a vehicle, including a trailer or a boat, or to a fixedplatform, including a building.

The launch system 525 can further include a first member 527 (e.g., afirst launch member 527) and a second member 528 (e.g., a second launchmember 528), both of which support a carriage 526, which in turn carriesthe aircraft 140 via a releasable gripper 520. At least one of the firstmember 527 and the second member 528 is movable relative to the other.For example, in one embodiment, the first member 527 can be fixedrelative to the base 530, and the second member 528 can be movablerelative to the base 530. In other embodiments, the first and secondmembers 527, 528 can have different arrangements. In any of theseembodiments, the movement of at least one of the first and secondmembers 527, 528 can accelerate the carriage 526 to launch the aircraft140, as described in greater detail below.

In one embodiment, the second member 528 can translate and/or rotaterelative to the first member 527. In a particular aspect of thisembodiment, the motion of the second member 528 relative to the firstmember 527 can be controlled by a pin 532, which depends from the secondmember 528 and which is received in an elongated guide slot 531 of thesupport 529 b. The motion of the second member 528 can be furthercontrolled by a block and tackle 533. In one embodiment, the block andtackle 533 can include a coupling line 535 attached to the second member528 at a first line attachment point 536 a. The coupling line 535 passesthrough a series of pulleys 534 a–534 e to a second attachment point 536b, also on the second member 528. In other embodiments, the secondmember 528 can be supported relative to the first member 527 in otherarrangements.

In any of the embodiments described above, the carriage 526 can engageboth the first member 527 and the second member 528. For example, in oneembodiment, the first member 527 can include a first roller surface 537(which engages first wheels 524 a of the carriage 526), and the secondmember 528 can include a second roller surface 538 (which engages secondwheels 524 b of the carriage 526). Carriage arms or links 523 cansupport the second wheels 524 b relative to the first wheels 524 a.

In one embodiment, the second roller surface 538 can have a curvedprofile to control the acceleration of the carriage 526. In otherembodiments, the second roller surface 538 can have other shapes. In anyof these embodiments, the carriage 526 can travel (from left to right asshown in FIG. 5A) along the first roller surface 537 while engaging thesecond surface roller surface 538. In a particular aspect of thisembodiment, the second roller surface 538 an be inclined relative to thefirst roller surface 537 and can move in a wedge fashion, so as to forcethe carriage 526 from left to right to launch the aircraft 140.

In one embodiment, the force required to move the second member 528relative to the first member 527 can be provided by an actuator 510. Theactuator can be coupled with an actuator line 511 to the second member528, after passing around an actuator pulley 512. In one aspect of thisembodiment, the actuator 510 can include a compressed gas cylinder,having a piston that retracts the actuator line 511 to draw the secondmember 528 downwardly away from the first member 527, as described ingreater detail below with reference to FIG. 5B. In other embodiments,the actuator 510 can have other arrangements, such as a hydrauliccylinder, a bungee, or a spring. In any of these embodiments, theactuator 510 can move the second member 528 relative to the first member527, forcing movement of the carriage 526 from left to right.

The launch system 525 can include a carriage return crank or winch 522having a carriage return line 521 with a releasable trigger 522 aconnected to the carriage 526. The launch carriage 526 is held back in apre-launch position by the carriage return line 521 while a launch forceis applied to the launch carriage 526. The releasable trigger 522 a isthen disengaged, allowing the launch carriage 526 to accelerate. Thecarriage return line 521 can be used to reset the carriage 526 afterlaunch, as described in greater detail below with reference to FIG. 5B.

FIG. 5B illustrates the launch system 525 after the carriage 526 hasbeen accelerated to launch the aircraft 140. In one aspect of thisembodiment, the actuator 510 has rapidly drawn the second member 528downwardly in a manner controlled by the block and tackle 533 and thepin 532 positioned in the slot 531. As the second member 528 movesdownwardly relative to the first member 527, the carriage 526 is forcedfrom left to right at a high rate of speed, until the second wheels 524b engage a braking portion 519 of the second roller surface 538.Accordingly, the angle between the second roller surface 538 and thefirst roller surface 537 changes at the braking portion 519. At thispoint, the carriage 526 rapidly decelerates, while the gripper 520releases, allowing the aircraft 140 to continue forward as it islaunched into flight.

Once the actuator 510 has moved the second member 528, it can beeffectively decoupled while an operator couples the carriage return line521 to the launch carriage and activates the carriage return crank 522to return the carriage 526 to the position shown in FIG. 5A. Forexample, when the actuator 510 includes a gas powered piston, the volumeof the cylinder in which the piston moves can be opened to atmosphericpressure so that the operator does not need to compress the air withinthe cylinder when returning the carriage 526 to the launch position.Once the carriage 526 has been returned to the position shown in FIG.5A, the actuator 510 can be readied for the next launch, for example, bycharging the cylinder in which the piston operates with a compressedgas. In other embodiments, the energy of deceleration can be used toreversibly regain energy to be used during the next launch. In stillfurther embodiments, the actuator 510 can be recharged by the carriagereturn crank 522. As the carriage return crank 522 is actuated, it canforce the second member 528 to its original position as the carriage 526returns. This movement can also force the piston on the actuator 510 toits starting position and restore gas pressure in the actuator 510.

FIG. 5C is a partially schematic illustration of a portion of the launchsystem 525 illustrating the first member 527, along with the secondmember 528 (shown in its pre-launch configuration in solid lines and inits post-launch configuration in dashed lines). As shown in FIG. 5C, theportion of the second member 528 to which the coupling line 535 isattached can move by distance 3X, which is three times the distance Xmoved by the right most portion of the second member 528. The wedgeangle between the first member 527 and the second member 528 increasesby translating and pivoting the second member 528 relative to the firstmember 527. By increasing the wedge angle during the launch process, thecarriage 526 is accelerated at a constant or nearly constant rate, evenas the force from the actuator decreases near the end of the actuator'spower stroke.

FIG. 5D is a graph illustrating predicted acceleration and velocityvalues for a carriage 526 propelled by a launch system 525 in accordancewith an embodiment of the invention. In one aspect of this embodiment,the launch system 525 can provide a generally constant acceleration tothe carriage 526, which instantaneously reverses (when the carriage 526reaches the braking portion 519 described above). This accelerationprofile can provide a generally uniform increase in velocity, as is alsoshown in FIG. 5D, up to at least the take-off velocity of the aircraft140. In other embodiments, the carriage 526 can be propelled in mannersthat result in different acceleration and velocity profiles.

FIG. 5E is a partially schematic illustration of a launch system 525 aconfigured in accordance with another embodiment of the invention andhaving many characteristics in common with the launch system 525described above with reference to FIGS. 5A–5C. In one aspect of thisembodiment, the launch system 525 a includes a first link 518 a and asecond link 518 b coupled between the first member 527 and the secondmember 528, in lieu of the block and tackle 533 and pin 532 arrangementdescribed above. The motion of the second member 528 relative to thefirst member 527 can be generally similar to that described above withreference to FIGS. 5A and 5B, to provide acceleration and velocityprofiles generally similar to those described above with reference toFIG. 5D.

FIGS. 6A–6B illustrate a launch system 625 configured in accordance withstill another embodiment of the invention. In one aspect of thisembodiment, the launch system 625 can include a first member 627 coupledto a second member 628 at a pivot point 633. An actuator 610 can becoupled to the first member 627 and the second member 628 with actuatorrods 611 to force the first and second members 627, 628 apart from eachother in a transverse plane. A carriage 626 can carry the aircraft 140and can engage a first roller surface 637 of the first member 627 withfirst wheels 624 a. The carriage 626 can also engage a second rollersurface 638 of the second member 628 with second wheels 624 b.

Referring now to FIG. 6B, the actuator 610 can be activated to spreadthe first member 627 and the second member 628 apart from each other,forcing the carriage 626 from left to right. When the carriage 626reaches braking portions 619 of the first and second members 627, 628,it rapidly decelerates, causing a gripper 620 to open (as indicated byarrows Y) while the aircraft 140 continues forward and is launched intoflight. In other embodiments, the launch system 625 can have otherarrangements.

One feature of embodiments of the launch systems described above withreference to FIGS. 5A–6B is that the “wedge action” of the first andsecond members relative to each other can rapidly accelerate thecarriage (and therefore the aircraft 140) in a relatively shortdistance. An advantage of this arrangement is that the launch systemscan be used in cramped quarters, including the deck of a fishing vesselor a towed trailer.

Another feature of embodiments of the launch systems described above isthat the wedge angle between the first and second members can increaseas they move relative to one another. This arrangement can provide aconstant or nearly constant acceleration to the carriage (and theaircraft 140), even if the force provided by the actuator decreases nearthe end of the actuator's power stroke. An advantage of this arrangementis that the aircraft 140 is less likely to be subject to sudden changesin acceleration, which can damage the aircraft 140.

Yet another feature of the launch systems described above with referenceto FIGS. 5A–6B is that at least one of the first and second members caninclude a braking portion which rapidly and safely decelerates thecarriage carried by the launch system. An advantage of this feature isthat the rail length required for deceleration can be short relative tothat for acceleration, and the overall length of the system can becorrespondingly limited. Further details of the manner in which thecarriage releases the aircraft are described below with reference toFIGS. 6C–6F.

Another feature of the launch systems described above with reference toFIGS. 5A–6B is that the number of components that move at high speedduring the launch process is relatively small. For example, in aparticular embodiment, the only rolling elements that are traveling athigh speed are the carriage wheels, and no high speed pulleys areincluded. Accordingly, the potential losses associated with componentsmoving at high speed, including losses caused by ropes attached to thecarriage suddenly accelerating and decelerating (e.g., “rope slurping”)can be reduced and/or eliminated.

FIGS. 6C–6F illustrate an arrangement for supporting the aircraft 140during launch, suitable for use with any of the launch systems describedabove. In one embodiment, shown in FIG. 6C, the arrangement can includea carriage 626 having a gripper 620 which includes two gripper arms 618.Each gripper arm 618 can include a forward contact portion 617 a and anaft contact portion 617 b configured to releasably engage the fuselage141 of the aircraft 140.

FIG. 6D is a front end view of the carriage 626 and the aircraft 140. Asshown in FIG. 6D, each contact portion 617 a can have a curved shape soas to conform to the curved shape of the fuselage 141. Each gripper arm618 can be pivotably coupled to the carriage 626 to rotate about a pivotaxis P. In one aspect of this embodiment, each pivot axis P is cantedoutwardly away from the vertical by an angle Z. As described in greaterdetail below, this arrangement can prevent interference between thegripper arms 618 and the aircraft 140 as the aircraft 140 is launched.In another aspect of this embodiment, the gripper arms 618 can pivot toa slightly over-center position to securely engage the fuselage 141 andto resist ambient wind loads, gravity, propeller thrust (e.g., themaximum thrust provided to the aircraft 140), and other externaltransitory loads.

FIG. 6E is a top plan view of the carriage 626 as it reaches the end ofits launch stroke. As the carriage 626 decelerates, the forward momentumof the gripper arms 618 causes them to fling open by pivoting around thepivot axes P, as indicated by arrows M, which can overcome theover-center action described above. As the gripper arms 618 begin toopen, the contact portions 617 a, 617 b begin to disengage from theaircraft 140.

Referring now to FIG. 6F, the carriage 626 has come to a stop and thegripper arms 618 have pivoted entirely away from the aircraft 140,allowing the aircraft 140 to become airborne. As shown in FIG. 6F, thegripper arms 618 have pivoted in a manner so as not to interfere withthe fuselage 141, the wings 143 or the propeller 148 of the aircraft140. For example, as described above, the gripper arms 618 pivot about acanted pivot axis P. As a result, the gripper arms 618 can rotatedownwardly (as well as outwardly) away from the aircraft 140 as theaircraft 140 takes flight.

One feature of an embodiment of the carriage 626 described above withreference to FIGS. 6C–6F is that the gripper arms 618 can engage thefuselage 141 of the aircraft 140. An advantage of this arrangement isthat the gripping action provided by the gripper arms 618 can bedistributed fore and aft over the fuselage 141, thus distributing thegripping load. A further advantage of embodiments of the foregoingarrangement is that the gripper arms 618 can be configured to quicklyand completely rotate out of the way of the aircraft 140 as the aircraft140 takes flight. Still a further advantage of the foregoing arrangementis that no additional hardware, with associated weight and drag, need beprovided to the aircraft 140 to allow it to be releasably carried by thecarriage 626.

FIG. 6G illustrates a launch system 625 a configured in accordance withstill another embodiment of the invention. In one aspect of thisembodiment, the launch system 625 a can include a launch support member128. A carriage 126 can carry the aircraft 140 along the launch supportmember 128 for takeoff. The force required to move the carriage 126relative to the launch support member 128 can be provided by one or moreconstant force springs 690 (six are shown in FIG. 6G as springs 690a–690 f). The springs 690 can be operatively coupled to the carriage 126to force movement of the carriage 126 from left to right. In theillustrated embodiment, the springs 690 a–690 f are arranged inparallel. The number of springs 690 required to provide the necessarylaunch force can be adjusted based on specific operating conditions(e.g., the size of the aircraft 140, the length of the launch supportmember 128, and the local atmospheric conditions). Suitable constantforce springs are available from Vulcan Spring and Mfg. Company ofTelford, Pa. The launch system 625 a can further include a carriagereturn crank or winch 522 (FIG. 5A) which can operate as described aboveto return the carriage from a post-launch position to a pre-launchposition.

In one aspect of this embodiment, the springs 690 provide a constantforce to the launch carriage 126. One advantage of using one or moreconstant force springs is that the resulting launch distance is reduced.Furthermore, when using a constant force spring, the acceleration of thelaunch carriage can be constant or nearly constant during launch, whichcan reduce the stresses applied to the aircraft 140. Another advantageof this arrangement is that the peak force on the launch system can bereduced by providing a constant force, which can in turn reduce theamount of structure (and therefore weight) required by the launchsystem.

In other embodiments, the apparatus can be configured to rapidly launcha plurality of the aircraft 140. For example, as shown in FIG. 7A, anapparatus 700 a configured in accordance with an embodiment of theinvention can include multiple containers 111 positioned proximate to alaunch system 125. In one aspect of this embodiment, the containers 111can be positioned in one or more container groups 720 (shown in FIG. 7Aas a vertical container group 720 a, a horizontal container group 720 b,and a diagonal container group 720 c). In one embodiment, a single typeof container group (e.g., a vertical container group 720 a) can bepositioned adjacent to a single launch system 125. In other embodiments,multiple container groups of different types can be positioned adjacentto a single launch system 125. In any of these embodiments, thecontainers 111 within each container group 720 can be easily accessibleto operators preparing the aircraft 140 within the containers 111 forlaunch. Furthermore, the containers can be mechanically fed to thelauncher, and assembly and positioning for launch then completedautomatically as previously discussed. Accordingly, multiple aircraft140 can be rapidly launched from a single launch system 125. Anadvantage of this arrangement is that in some circumstances, the targetstoward which the aircraft 140 are launched extend over a wideterritorial range, and/or change rapidly enough that a single aircraft140 is unable to provide suitable coverage. By rapidly launchingmultiple aircraft 140, widely dispersed targets that change rapidly withtime can more easily be surveilled or otherwise engaged.

In other embodiments, multiple launchers can be employed in combinationwith multiple containers to quickly deploy a plurality of the aircraft140. For example, referring now to FIG. 7B, an apparatus 700 b caninclude multiple aircraft handling systems 703 b arranged vertically,and multiple container groups 720 b, also arranged vertically. Eachcontainer group 720 b can have horizontally grouped containers 111. Inanother arrangement shown in FIG. 7C, an apparatus 700 c can includehorizontally spaced-apart aircraft handling systems 703 c, each suppliedwith aircraft 140 from containers 111 positioned in vertically stackedcontainer groups 720 a.

In any of the embodiments described above with reference to FIGS. 7A–7C,the aircraft handling systems can be supplied with containers 111 viagravity feed systems, mechanical rollers, slides, or other mechanisms.In a further aspect of these embodiments, each container group can alsobe mobile, for example, by placing stacks or rows of containers 111 onindependently wheeled carriages, or on rails, skids, bearings, orfloats. Accordingly, in still another aspect of these embodiments, theaircraft handling systems (in addition to the container groups) can alsobe mobile, for example, by positioning the aircraft handling systems onindependently wheeled carriages, rails, skids, bearings or floats. Asdescribed above, an advantage of any of these embodiments is thatmultiple aircraft 140 can be deployed in rapid succession.

3. Vehicle Capture

FIGS. 8A–10F illustrate apparatuses and methods for capturing unmannedaircraft (including the aircraft 140 described above) in accordance withseveral embodiments of the invention. Beginning with FIG. 8A, theaircraft 140 can be captured by an aircraft handling system 803positioned on a support platform 801. In one embodiment, the supportplatform 801 can include a boat 802 or other water vessel. In otherembodiments, the support platform 801 can include other structures,including a building, a truck or other land vehicle, or an airbornevehicle, such as a balloon. In many of these embodiments, the aircrafthandling system 803 can be configured solely to retrieve the aircraft140 or, as described above with reference to FIG. 2, it can beconfigured to both launch and retrieve the aircraft 140.

Referring now to FIG. 8B, the aircraft handling system 803 can include arecovery system 850 integrated with a launch system 825. In one aspectof this embodiment, the recovery system 850 can include an extendableboom 851 having a plurality of segments 852. The boom 851 can be mountedon a rotatable base 856 or turret for ease of positioning. The segments852 are initially stowed in a nested or telescoping arrangement(generally similar to that described above with reference to FIG. 2) andare then deployed to extend outwardly as shown in FIG. 8B. In otherembodiments, the extendable boom 851 can have other arrangements, suchas a scissors arrangement, a parallel linkage arrangement or a knuckleboom arrangement. In any of these embodiments, the extendable boom 851can include a recovery line 853 extended by gravity or other forces. Inone embodiment, the recovery line 853 can include 0.25 inch diameterpolyester rope, and in other embodiments, the recovery line 853 caninclude other materials and/or can have other dimensions. In any ofthese embodiments, a spring or weight 854 at the end of the recoveryline 853 can provide tension in the recovery line 853. The aircrafthandling system 803 can also include a retrieval line 855 connected tothe weight 854 to aid in retrieving and controlling the motion of theweight 854 after the aircraft recovery operation has been completed. Inanother embodiment, a recovery line 853 a can be suspended from oneportion of the boom 851 and attachable to another point on the boom 851,in lieu of the recovery line 853 and the weight 854.

In one aspect of this embodiment, the end of the extendable boom 851 canbe positioned at an elevation E above the local surface (e.g., the watershown in FIG. 8B), and a distance D away from the nearest verticalstructure projecting from the local surface. In one aspect of thisembodiment, the elevation E can be about 15 meters and the distance Dcan be about 10 meters. In other embodiments, E and D can have othervalues, depending upon the particular installation. For example, in oneparticular embodiment, the elevation E can be about 17 meters when theboom 851 is extended, and about 4 meters when the boom 851 is retracted.The distance D can be about 8 meters when the boom 851 is extended, andabout 4 meters when the boom 851 is retracted. In a further particularaspect of this embodiment, the boom 851 can be configured to carry botha vertical load and a lateral load via the recovery line. For example,in one embodiment, the boom 851 can be configured to capture an aircraft140 having a weight of about 30 pounds, and can be configured towithstand a side load of about 400 pounds, corresponding to the force ofthe impact between the aircraft 140 and the recovery line 853 withappropriate factors of safety.

In any of the foregoing embodiments, the aircraft 140 is captured whenit flies into the recovery line 853. Once captured, the aircraft 140 issuspended from the recovery line by the wing 143. Further details ofapparatuses and methods for capturing the aircraft 140 are describedbelow with reference to FIGS. 9A–10D.

FIG. 9A is a partially schematic, isometric illustration of an outboardportion of the wing 143 and the winglet 146 of the aircraft 140 shown inFIG. 8B. In one aspect of this embodiment, the wing 143 includes aleading edge 949 (which can be swept), an outboard edge 939, and a linecapture device 960 positioned at the outboard edge 939. In otherembodiments, each wing 143 can include a plurality of line capturedevices 960 located along the span of the wing 143. In any of theseembodiments, the line capture device 960 can include a cleat 961 fixedlyattached to the wing 143 that engages the recovery line 853 toreleasably and securely attach the aircraft 140 to the recovery line853. The cleat 961 can include a cleat body 962, a cleat slot 963positioned in the cleat body 962, and a gate or retainer 964 attached tothe cleat body 962. As the aircraft 140 flies toward the recovery line853 (as indicated by arrow A), the recovery line 853 strikes the wingleading edge 949 and causes the aircraft to yaw toward the recovery line853, which then slides outboard along the leading edge 949 toward theline capture device 960 (as indicated by arrow B). The recovery line 853then passes into the cleat slot 963 and is retained in the cleat slot963 by the retainer 964, as described in greater detail below withreference to FIGS. 9B–9C. In other embodiments, the retainer 964 can beeliminated and the recovery line 853 can still be securely pinched inthe cleat slot 963.

If the aircraft 140 is not properly aligned with the recovery line 853during its approach, the recovery line 853 may strike the line capturedevice 960 instead of the leading edge 949. In one embodiment, the cleatbody 962 includes a cleat leading edge 969 which is swept aft so as todeflect the recovery line 853 away from the aircraft 140. This canprevent fouling of the line 853 and can reduce the yawing momentimparted to the aircraft 140, allowing the aircraft 140 to recover fromthe missed capture and to return for another capture attempt.

FIG. 9B is an enlarged, isometric illustration of a portion of the wing143 and the line capture device 960 described above with reference toFIG. 9A. As described above with reference to FIG. 9A, the recovery line853 travels outboard along the wing leading edge 949 to position therecovery line 853 at the cleat slot 963 of the line capture device 960.In one aspect of this embodiment, the retainer 964 of the cleat 961includes two or more closure arms 965 (two are shown in FIG. 9B as afirst closure arm 965 a and a second closure arm 965 b) that extend overthe cleat slot 963. The retainer 964 is pivotally mounted to the cleatbody 962 at a pivot joint 968, and is forced toward a closed position(shown in FIG. 9B) by a spring 967. As the recovery line 853 strikes thefirst closure arm 965 a from outside the cleat slot 963, the force onthe first closure arm 965 a forces the retainer 964 to rotate about thepivot joint 968 (as indicated by arrow C) to an open position, allowingthe recovery line 853 to move into the cleat slot 963. The recovery line853 continues through the cleat slot 963, allowing the retainer 964 tobegin closing as it passes the first closure arm 965 a. The recoveryline 853 then strikes the second closure arm 965 b to force the retainer964 back open again, and then travels further in the slot 963. In oneaspect of this embodiment, the slot 963 (which can be tapered) has awidth that is less than a diameter of the recovery line 853.Accordingly, the recovery line 853 can be pinched in the slot 963 as therecovery line 853 travels outboard and aft, securing the aircraft 140 tothe recovery line 853. The momentum of the aircraft 140 relative to therecovery line 853 provides the impetus to securely engage the recoveryline 853 with the line capture device 960.

As described above, the retainer 964 can include a first closure arm 965a and a second closure arm 965 b. One advantage of a retainer 964 havinga first closure arm 965 a and a second closure arm 965 b is that, if therelative velocity between the recovery line 853 and the aircraft 140 isinsufficient to cause the recovery line 853 to travel to the end of thecleat slot 963, the retainer 964 can close around the recovery line 853,with the recovery line 853 positioned between the first closure arm 965a, and the second closure arm 965 b. Accordingly, this arrangement canarrest and secure the aircraft 140 even though the recovery line 853 hasa relatively low outboard and aft velocity component relative to thecapture device 960.

Another advantage of the foregoing features, as shown in FIG. 9C isthat, as the aircraft 140 is captured on the recovery line 853, therecovery line 853 may twist so as to form a looping portion 953. Theretainer 964 can prevent the recovery line 853 from passing out of thecleat slot 963, even if the recovery line 853 experiences forces inboardand forward relative to the capture device 960. The recovery line 853,secured in the cleat slot 963, also serves to resist further opening ofthe retainer 964. Furthermore, without the closure arms 965, tension onthe end of a loop 953 could pull the recovery line 853 free of the cleatslot 963. The closure arms 965 can prevent this by admitting only onediameter of the recovery line 853.

FIG. 9D is a partially schematic, isometric illustration of a portion ofa wing 143 of the aircraft 140 with a line capture device 960 dpositioned at the outboard edge 939 of the wing 143 in accordance withanother embodiment of the invention. In one aspect of this embodiment,the line capture device 960 d includes a cleat body 962 and a retainer964 d having two cleat arms 965 c, 965 d that pivot independentlyrelative to the cleat slot 963. Each cleat arm 965 c, 965 d is pivotallymounted to the cleat body 962 at a corresponding pivot joint 968 c, 968d, and is forced toward a closed position by a corresponding spring 967c, 967 d. The individual cleat arms 965 c, 965 d can provide generallythe same function as the cleat arms 965 a, 965 b described above withrespect to FIGS. 9B–9C, e.g., to consistently and securely capture therecovery line 853.

FIGS. 10A–10D illustrate a method and apparatus for further securing theaircraft 140 after it is attached to the recovery line 853. Referringfirst to FIG. 10A, an aircraft handling system 1003 in accordance withan embodiment of the invention can include a hoist device 1080 coupledto the recovery line 853. The recovery line 853 can pass over a seriesof pulleys 956, shown in FIG. 10A as a first pulley 956 a, a secondpulley 956 b and a third pulley 956 c. The recovery line 853 can alsopass through a restraining device 1070 operatively coupled to theextendable boom 1051.

The hoist device 1080 can include a spring 1085 or other forcingmechanism (including a weight, a hydraulic or pneumatic actuator, or anelectric motor) coupled to the recovery line 853 in a deployable ortriggerable manner that allows the spring 1085 to take up the recoveryline 853. The hoist device 1080 can also include a damper (not shown inFIG. 10A) to smooth out the action of the spring 1085. In one aspect ofthis embodiment, the hoist device 1080 can include a release mechanism1081 configured to activate the spring 1085. In a further aspect of thisembodiment, the release mechanism 1081 can include a release link 1082coupled to the recovery line 853. The release link 1082 can include atrigger 1083 received in a corresponding trigger receptacle 1084. Thetrigger receptacle 1084 is positioned at an interface between the spring1085 and the recovery line 853. Before the aircraft 140 strikes therecovery line 853, the trigger 1083 can be engaged with the triggerreceptacle 1084, so that the spring 1085 does not act on the recoveryline 853.

Referring now to FIG. 10B, as the aircraft 140 strikes and engages withthe recovery line 853, it imparts a vertical force on the release link1082 (as indicated by arrow C), causing the trigger 1083 to pull out ofthe trigger receptacle 1084, as indicated by arrow D. Accordingly, inthis embodiment, the trigger 1083 is activated when a thresholdextension or travel of the recovery line 853 is exceeded. In otherembodiments, the trigger 1083 can be activated by other mechanisms, forexample, when a threshold tension in the recovery line 853 is exceeded.

Referring next to FIG. 10C, once the trigger 1083 has been released fromthe trigger receptacle 1084, the spring 1085 begins to exert a force(indicated by arrow F) on the recovery line 853. Concurrently, theaircraft 140 may be swinging from side to side as it is suspended fromthe recovery line 853, thus exerting a centrifugal force on the recoveryline 853. The force F exerted by the spring 1085 on the recovery line853 compensates for the weight of the aircraft 140 hanging on therecovery line 853 and the centrifugal force caused by the aircraftswinging on the line after capture. As shown in FIG. 10D, the spring1085 can draw the recovery line 853 around the pulleys 956 to reduce theline length between the first pulley 956 a and the aircraft 140. As thespring 1085 acts, it hoists the aircraft 140 up toward the restrainingdevice 1070 at the end of the extendable boom 1051. The spring 1085 canbe sized so as not to exert so much force on the recovery line 853 thatthe aircraft 140 strikes the restraining device 1070 with excessiveforce and damages the aircraft 140.

The restraining device 1070 is configured to releasably engage a portionof the aircraft 140, thus stabilizing the aircraft 140 after it ishoisted up by the recovery line 853 to the extendable boom 1051. In oneembodiment, the restraining device 1070 can include a piece of pipeoperatively connected to the end of the boom 1051. In other embodiments,the restraining device 1070 can include both active and passive devicesto engage and restrain at least a portion of the aircraft 140, includingan innertube apparatus configured to surround at least a portion of theaircraft 140, a plurality of cushions configured to “sandwich” theaircraft 140, or an umbrella which softly closes around the aircraft140. In other embodiments, the restraining device can have otherarrangements, or the restraining device may be omitted.

If, after the aircraft 140 is caught and substantially decelerated, itis allowed to swing freely on the recovery line 853 (in response to windor motion of the boom 1051) then it may be damaged by collision withstructures in the swing space including (when the boom 1051 is carriedby a ship) the ship's mast and deck. The vulnerability of the aircraft140 to damage can be much reduced by hoisting the recovery line 853 suchthat the line capture device 960 (FIGS. 9A–9B) or nearby surfaces of theaircraft 140 are pulled firmly against the restraining device 1070 or astiff object attached to the boom 1051. The aircraft's freedom to swingis thereby much reduced. Firm contact between the aircraft 140 and theboom 1051 can be maintained as the aircraft 140 is lowered, for example,by articulation of the boom 1051 or by translation on a trolley. Whensufficiently close to the deck, the aircraft 140 can be securely removedfrom the recovery line 853 and stowed.

FIGS. 10E–10F are schematic illustrations of apparatuses for providingtension in the recovery line 853 before, during, and after aircraftcapture. Referring first to FIG. 10E, the recovery line 853 can passover a series of pulleys 1056, shown as a first pulley 1056 a and asecond pulley 1056 b. In another aspect of this embodiment, the recoveryline 853 can be operatively coupled to a first axially resilient member1086 and a second axially resilient member 1087. The first and secondaxially resilient members 1086, 1087 can provide tension in the recoveryline 853 before the aircraft (not shown) intercepts the recovery line ata location between the first pulley 1056 a and the second pulley 1056 b.In one embodiment, the axially resilient members 1086, 1087 can includea spring or other forcing mechanism (including a weight, a hydraulic orpneumatic actuator, or an electric motor) coupled to the recovery line853. In another aspect of this embodiment, a damper 1089 can beoperatively coupled to the recovery line 853 in parallel or in serieswith at least one of the axially resilient members 1086, 1087 to smoothout the action of the axially resilient members 1086, 1087. In anotherembodiment, the axially resilient members 1086, 1087 can be omitted andthe recovery line 853 can be operatively coupled to only the damper1089. In this embodiment, the damper 1089 provides only a drag force onthe recovery line 853.

Referring next to FIG. 10F, in another embodiment, the recovery line 853can be operatively coupled to a weight 854 and an axially resilientmember 1086 to provide tension in the line. In one embodiment, theaxially resilient member 1086 can include a constant force springsimilar to the constant force spring 690 described above with respect toFIG. 6G.

An advantage of the foregoing arrangements is that the aircraft 140 canbe less likely to swing about in an uncontrolled manner (e.g., whenacted on by the wind) during subsequent portions of the recoveryoperation. Accordingly, the aircraft 140 will be less likely to becomedamaged by inadvertent contact with the ground, water, or the supportplatform from which the aircraft handling system 1003 extends. Theaircraft will also be less likely to damage surrounding structures. Inother embodiments, the boom 1051 can also be elevated as or after therecovery line 853 is taken up, to keep the aircraft 140 clear ofsurrounding structures.

4. Vehicle Disassembly and Stowage

FIGS. 11A–11G illustrate a method for removing the aircraft 140 from therecovery line 853 and further securing and disassembling the aircraft140. FIG. 11A is an isometric view of the aircraft 140 suspended fromthe extendable boom 1051, which is in turn carried by the boat 802 orother support platform. As shown in FIG. 11A, the motion of the aircraft140 has been arrested and the aircraft 140 has been hoisted to the endof the boom 1051. Referring now to FIG. 11B, the boom 1051 can beretracted (as indicated by arrow G), by nesting the segments 1052 of theboom 1051. The aircraft 140 is accordingly brought closer to the boat802 or other support platform while its motion is constrained (e.g., bythe restraining device 1070). For purposes of illustration, the portionof the recovery line 853 below the aircraft 140 is not shown in FIGS.11B–11E.

Referring next to FIG. 11C, the boom 1051 can then be swiveled (asindicated by arrow J) to align one of the wings 143 of the aircraft 140with a securement hook 1190 positioned on a deck 1104 of the boat 802.In one aspect of this embodiment, the securement hook 1190 can engagethe line capture device 960 at the end of the wing 143, and in otherembodiments, the securement hook 1190 can engage other portions of theaircraft 140. In any of these embodiments, the securement hook 1190 canbe positioned proximate to a bracket 1191 that includes a cradle 116connected to a container bottom 112. As described in greater detailbelow with reference to FIGS. 11D–G, the bracket 1191 can be movable toposition the cradle 116 proximate to the aircraft 140 in preparation forstowage.

FIG. 11D is an aft isometric view of the aircraft 140 releasablysuspended between the retracted boom 1051 and the securement hook 1190in accordance with an embodiment of the invention. The bracket 1191 canbe mounted to the deck 1104 such that the cradle 116 is positionedproperly for receiving the fuselage 141 of the aircraft 140. In oneaspect of this embodiment, the aircraft 140 can be engaged with thecradle 116 by lowering the boom 1051 until the fuselage 141 rests in thecradle 116. In another embodiment, the bracket 1191 can be pivotablycoupled to the deck 1104 at a pair of pivot joints 1192. Accordingly(referring now to FIG. 11E), the bracket 1191 (with the container floor112 and the cradle 116 attached) can be rotated upwardly as indicated byarrow K to engage the cradle 116 with the fuselage 141. An operator canthen secure clamps 1193 around the fuselage 141 to firmly and releasablyattach the aircraft 140 to the cradle 116.

Referring now to FIG. 11F, the operator can detach the two wings 143from the extendable boom 1051 and the securement hook 1190,respectively. The wings 143 can then be detached from the aircraft 140.In a further aspect of this embodiment, the removed wings 143 can bestowed on the container floor 112 adjacent to the fuselage 141 of theaircraft 140.

Referring now to FIG. 11G, the bracket 1191 can be rotated downwardly asindicated by arrow I until the container bottom 112 rests on the deck1104. The aircraft 140 (not visible in FIG. 11G) can then be completelyenclosed by adding ends 114, sides 115, and a top 113 to the containerbottom 112, forming a protective sealed container 111 around theaircraft 140.

In another embodiment, illustrated schematically in FIGS. 12A–12E, theaircraft 140 can be disassembled and stowed in a manner that isgenerally the reverse of the method described above with reference toFIGS. 1A–1E. Accordingly, (referring first to FIG. 12A), the aircraft140 can be attached to the cradle 116, with the container 111 fullyassembled except for the container top 113 (not shown in FIG. 12A). Thewing retainers (which connect the wings 143 to the wing stub 142) can beaccessed for removal by opening the hatch 147 positioned in the wingstub 142. As shown in FIG. 12B, an operator can detach the wing 143 fromthe wing stub 142 by translating and rotating the container section 122to engage the gripper 119 with the wing 143. The operator can then slidethe gripper 119 along a track on the inner surface of the containersection 122 to withdraw the spars 144 from the spar receptacles 145, andto fully release the wing 143 from the rest of the aircraft 140. Thewing 143 can then be folded downwardly against the inner surface of thecontainer section 122, as shown in FIG. 12C, and the container section122 can be pivoted back into position as shown in FIG. 12D. Theforegoing steps can be repeated for the other wing 143 to complete thedisassembly of the aircraft 140. In one aspect of this embodiment, thewings 143 can be offset longitudinally from each other when stowed sothat the stowed winglets 146 (if long enough) do not interfere with eachother within the container 111. Referring now to FIG. 12E, the cradle116 can be lowered into the container 111 and the top 113 placed on thecontainer 111 to complete the stowage operation.

The above-described process can be fully automated following the initialattachment of the aircraft 140 to the cradle 116 by the addition ofactuators. Referring to FIG. 12B, in an exemplary embodiment an actuator1202 (shown schematically) can move the container section 122 relativeto the rest of the container 111. Actuator 1204 (shown schematically)can move the gripper 119 relative to the container section 122. Furtheractuators (not shown) can move other portions of the container 111and/or aircraft 140. This process can operate in reverse order to fullyautomate the aircraft assembly process, as described above with respectto FIGS. 1A–1E.

One feature of embodiments of the apparatuses and methods describedabove for securing and stowing the aircraft 140 is that at least oneportion of the container can move relative to the aircraft fordisassembly of at least portions of the aircraft. This can limit theamount of unconstrained or freehand handling that an operator mustundertake when stowing the aircraft 140. An advantage of this feature isthat the likelihood for inadvertently damaging the aircraft 140 as it isbeing secured and stowed can be reduced when compared with existingmanual techniques for securing and stowing such aircraft. Anotheradvantage of this feature is that the potential risk to people andnearby objects can be reduced. A system in accordance with an embodimentof the invention can provide for a secure and efficient cycle fromflight through retrieval, dismantling, storing, servicing, assembly,checkout, launch, and back to flight and can include (a) a storage andassembly apparatus (such as a container); (b) means for supporting thestorage and assembly apparatus at a station positioned for retrieval ofthe aircraft; (c) means for attaching the assembled aircraft to thestorage and assembly apparatus; (d) means for controllably dismantlingthe aircraft and storing dismantled components of the aircraft withinthe storage and assembly apparatus; (e) means for servicing the aircraftwithin the container, including for example, means for transferring fueland electrical power to the aircraft, and data to and/or from theaircraft; (f) means for supporting the storage and assembly apparatus atleast proximate to a launch apparatus; (g) means for controlled assemblyof the aircraft; and (h) means for controlled transfer of the aircraftto the launch apparatus such that the aircraft is available forlaunching.

In other embodiments, the systems and methods described above withreference to FIGS. 1A–12E can be used in conjunction with aircrafthaving configurations different than those described above. For example,in one embodiment shown in FIG. 13A, an aircraft 140 a can includegenerally unswept wings 143 a. In another embodiment shown in FIG. 13B,an aircraft 140 b can include forward swept wings 143 b. Line capturedevices on the wings 143 b can be installed toward the wing roots. Instill another embodiment shown in FIG. 13C, an aircraft 140 c caninclude delta wings 143 c.

In still further embodiments, the aircraft can have propulsion systemsthat are different than, and/or are arranged differently than, thosedescribed above with reference to FIGS. 1A–12E. For example, as shown inFIG. 13D, an aircraft 140 d can include a nose-mounted propeller 148 d.In an embodiment shown in FIG. 13E, an aircraft 140 e can include twinpropellers 148 e, each mounted to one of the wings 143. In still anotherembodiment shown in FIG. 13F, an aircraft 140 f can include jet engines1348 mounted to the wings 143. In still further embodiments, theaircraft can have other configurations, while remaining compatible withsome or all of the systems and methods described above for storing,launching, and capturing the aircraft.

From the foregoing, it will be appreciated that specific embodiments ofthe invention have been described herein for purposes of illustration,but that various modifications may be made without deviating from thespirit and scope of the invention. For example, the systems describedabove can be used to store, launch and recover aircraft havingarrangements different than those described above. In other embodiments,these systems can handle projectiles or other airborne devices. Furtherdetails of related systems and methods are described in the followingco-pending U.S. applications, filed concurrently herewith andincorporated herein by reference: U.S. application Ser. No. 10/758,943,entitled “Methods and Apparatuses for Capturing and Storing UnmannedAircraft, Including Methods and Apparatuses for Securing the AircraftAfter Capture”; U.S. application Ser. No. 10/758,948, entitled “Methodsand Apparatuses for Launching Unmanned Aircraft, Including Methods andApparatuses for Transmitting Forces to the Aircraft During Launch”; U.S.application Ser. No. 10/759,742, entitled “Methods and Apparatuses forLaunching and Capturing Unmanned Aircraft, Including a Combined Launchand Recovery System”; U.S. application Ser. No. 10/759,545, entitled“Methods and Apparatuses for Capturing Unmanned Aircraft andConstraining Motion of the Captured Aircraft”; U.S. application Ser. No.10/758,940, entitled “Methods and Apparatus for Capturing and RecoveringUnmanned Aircraft, Including a Cleat for Capturing Aircraft on a Line”;U.S. application Ser. No. 10/759,541, entitled “Methods and Apparatusesfor Launching, Capturing, and Storing Unmanned Aircraft, Including aContainer Having a Guide Structure for Aircraft Components”; U.S.application Ser. No. 10/760,150, entitled “Methods and Apparatuses forLaunching Unmanned Aircraft, Including Methods and Apparatuses forLaunching Aircraft with a Wedge Action”; and U.S. application Ser. No.10/758,955, entitled “Methods and Apparatuses for Launching UnmannedAircraft, Including Methods and Apparatuses for Releasably GrippingAircraft During Launch”. Accordingly, the invention is not limitedexcept as by the appended claims.

1. An apparatus for handling an unmanned aircraft, comprising: a support structure having a first portion and a second portion, at least one of the first and second portions being axially extendable relative to the other between a first position and a second position; a flexible recovery line carried by the second portion of the support structure, wherein the recovery line is spaced apart from a point on the first portion of the support structure by a first distance when the at least one of the first and second portions is in the first position, and wherein the recovery line is spaced apart from the point on the first portion of the support structure by a second distance greater than the first distance when the at least one of the first and second portions is in the second position; and an axially extendable resilient member coupled to the recovery line, the resilient member being positioned to extend when tension is applied to the recovery line and retract when the tension is reduced.
 2. The apparatus of claim 1 wherein the support structure includes an extendable boom, and wherein the first position is a retracted position and the second position is an extended position.
 3. The apparatus of claim wherein the support structure includes an extendable boom, with the at least one of the first and second portions being telescopically received in the other portion.
 4. The apparatus of claim 1 wherein the axially extendable resilient member includes a spring.
 5. The apparatus of claim 1 wherein the flexible recovery line is configured to capture an unmanned aircraft in flight.
 6. The apparatus of claim 1, further comprising a rotatable base, wherein the support structure is pivotally attached to the rotatable base.
 7. The apparatus of claim 1 wherein the flexible recovery line is suspendable from the second portion of the support structure to hang at least generally downward.
 8. The apparatus of claim 1 wherein the flexible recovery line is suspendable from the second portion of the support structure, the flexible recovery line having a first recovery line portion hanging generally downward and a second recovery line portion attachable to a point on the support structure.
 9. The apparatus of claim 1, further comprising an unmanned aircraft having a lifting surface and a capture device mounted to the lifting surface, the capture device being configured to releasably secure the aircraft to the recovery line when the aircraft intercepts the recovery line.
 10. The apparatus of claim 1, further comprising a retrieval line operatively coupled to the recovery line, wherein the retrieval line is positioned to at least partially control motion of the recovery line.
 11. The apparatus of claim 1 wherein the support structure is configured to carry both a lateral load and a vertical load via the recovery line.
 12. An apparatus for handling an unmanned aircraft, comprising: an extendable boom, the boom having a proximal end and a distal end spaced apart from the proximal end, wherein the boom is extendable along a longitudinal axis from a retracted position to an extended position; a flexible recovery line suspendable from the boom when the boom is in the extended position, the recovery line being movable between a retracted position and a deployed position, wherein the recovery line in the deployed position extends at least generally downward; and an axially extendable resilient member coupled to the recovery line, the resilient member being positioned to extend when tension is applied to the recovery line and retract when the tension is reduced.
 13. The apparatus of claim 12 wherein the extendable boom includes a first segment and a second segment, with the at least one of the first and second segments being movable relative to the other as the extendable boom moves along the longitudinal axis between the retracted position and the extended position.
 14. The apparatus of claim 12 wherein the flexible recovery line is configured to capture an unmanned aircraft in flight.
 15. The apparatus of claim 12, further comprising a rotatable base, wherein the extendable boom is pivotally attached to the rotatable base.
 16. The apparatus of claim 12, further comprising an unmanned aircraft having a lifting surface and a capture device mounted to the lifting surface, the capture device being configured to releasably secure the aircraft to the recovery line when the aircraft intercepts the recovery line.
 17. The apparatus of claim 12, further comprising a retrieval line operatively coupled to the recovery line, wherein the retrieval line is positioned to at least partially control motion of the recovery line.
 18. The apparatus of claim 12 wherein the support structure is configured to carry both a lateral load and a vertical load via the recovery line.
 19. An apparatus for handling an unmanned aircraft, comprising: support means having a first portion and a second portion, at least one of the first and second portions being axially extendable relative to the other between a first position and a second position; recovery means for intercepting and capturing an unmanned aircraft in flight, wherein the recovery means is carried by the support means; and tension means operatively coupled to the recovery means, wherein the tension means is configured extend when tension is applied to the recovery line and retract when the tension is reduced.
 20. The apparatus of claim 19 wherein the support means includes an extendable boom, with the at least one of the first and second portions being movable relative to the other on a longitudinal axis extending along the boom between the first position and the second position, and wherein the first position is a retracted position and the second position is an extended position.
 21. The apparatus of claim 19 wherein the recovery means includes a flexible recovery line suspendable from the support means when the support means is in the second position.
 22. The apparatus of claim 19 wherein the tension means includes a spring operatively coupled to the recovery means.
 23. A method for handling an unmanned aircraft, comprising: moving a first portion of a single boom relative to a second portion of the single boom to increase the length of the single boom; deploying a flexible recovery line from the single boom; flying an unmanned aircraft to intercept the flexible recovery line in flight; and releasably capturing the aircraft in flight with the recovery line.
 24. The method of claim 23 wherein the flexible recovery line is spaced apart from a point on the first portion of the single boom by a first distance when the at least one of the first and second portions of the single boom is in a first position, and wherein the recovery line is spaced apart from the point on the first portion of the single boom by a second distance greater than the first distance when the at least one of the first and second portions of the single boom is in a second position.
 25. The method of claim 23 wherein the aircraft includes a wing, and wherein capturing the aircraft includes releasably securing the wing to the recovery line.
 26. The method of claim 23, further comprising applying tension to the flexible recovery line after deploying the recovery line and before releasably capturing the aircraft.
 27. The method of claim 23, further comprising retrieving the aircraft from the recovery line after releasably capturing the aircraft.
 28. A method for handling an unmanned aircraft, comprising: moving a first portion of a single extendable boom relative to a second portion of the single extendable boom to increase the length of the boom; deploying a flexible recovery line from the second portion of the single extendable boom, wherein the recovery line is suspended at least generally in a downward direction from the boom; flying an unmanned aircraft to intercept the flexible recovery line in flight; releasably capturing the aircraft in flight with the recovery line; and retrieving the aircraft from the flexible recovery line.
 29. The method of claim 28 wherein the aircraft includes a wing, and wherein capturing the aircraft includes releasably securing the wing to the recovery line.
 30. The method of claim 28 wherein the at least one of the first and second portions of the single extendable boom are placed in a retracted position before retrieving the aircraft from the flexible recovery line.
 31. The method of claim 28, further comprising applying tension to the flexible recovery line after deploying the recovery line and before capturing the aircraft.
 32. The method of claim 28 wherein the method further comprises controlling the flexible recovery line with a retrieval line.
 33. The method of claim 28, further comprising lengthening an extendable tension member coupled to the flexible recovery line when intercepting the aircraft with the flexible recovery line. 